Internal-combustion engine



Nov. 11, 1930. w. M. ZAIKOWSKY INTERNAL COMBUSTION ENGINE 4 Filed March 8, 1929 4 Sheets-Sheet 1 Nov. 11, 1930. w. M. zAiKowsKY INTERNAL COMBUSTION ENGINE Filed March 8, 1929 4 Sheets-Sheet 2 N01. 11,1930. MZ K N KY 1,781,148

INTERNAL COMBUSTION ENGINE Fil ed March 8, 1929 4 Sheets-Sheet 4 Patented Nov. 11, 1930 um'rs s'rATEs PATENT I V. I

WLADIMIR M. zAIKowsKY, 0F PAsAnENA, CALIFORNIA, ASSIGNOR T0 s'r NnAR-n OIL DEVELOPMENT COMPANY, on NEW YORK, N. Y;, A coaPoEArIoN OF DELAWARE 1 I INTEE Ancor/rEUsmoN ENGINE Application filed March 8,

Other features and advantages of my in vention will appear more fully as I proceed with my specification. Y

Inthatform of device embodying the features of my invention shown in the accompanying drawings; Figure 1 is a view partly in side elevation and partly in vertical section; Fig. 2 is a View taken as indicated by line 2 of Fig. 1; Fig. 3 is afragmentary vertical sectional View, as indicated by the line 3 of Fig. 2; Fig. 4: is aview taken as indicated by the line 4 of Fig. 1; Fig. 5 is a diagrammatic viewshowing the circulation of the gases from the cylinder through the cooling chamber and back to the cylinder; and Figs. 6 to 13, inclusive, are diagrammatic views showing the sequence of operations of the valve in one cylinder.

As shown inthe drawings, the invention is illustrated as embodied in an internal combustion engine of the four cylinder, tourcycle type, although it is obvious that the invention may be used in connection with engines of different types. I

I have here shown the invention also as incorporated in an engine using a supercharger; but it is obvious that the invention is equally applicable for use in connection with an engine not using such a supercharger. For the purpose of illustration, I have also described here a certain method of operating the engine; althoughit is obvious that the invention, 'in its broadest aspects, can be utilized in connection with other methods of operating internal combustion engines.

As shown in the drawings, the engine has the usual crank case 10, crank shaft 11, cranks 1929. serial No. 345,477

ating in the cylinders 15.

r Suitable water chambers around the :cylin ders and heads thereof may be supplied,- as

indicate'dby 16, forthe purpose of cooling.

' 12, connecting rods 13, and pistons 1d op'er':-

Numeral 17 indicates the usual spark-plugs.

A detailed description ot'the construction and operation of one'cylinder, and its corresponding parts, will be sufilcient, as it is to be understood that the other cylinders operate in a similar manner in any desired firing order. 7 E I 1 j The head of the cylinderis provided with a quadrilateral port, indicated by 0. Above the cylinder heads are arranged two plates ing movement in'its own plane. Each plate ilar in shapeto the ports 0 in the cylinder head. There is one plate for each endpair of cylinders.

There are also provided suitable exhaust and inlet manifolds (not shown) to which the exhaust pipes 18 and inlet pipes 19, respectively, are connected. It is to be understood that a suitable carburetor (not shown) or other means is provided for admitting a combustible mixture into the inlet pipes, in a well known manner.

In general, the cylinder block below the plate P is indicated by 20, and the cylinder block head above the plate P is indicated by 21. The plane surfacesot the top of the cylinder block, as indicated by 20, and the connect with similar pipes 18 and 19 preferably cast in" the cylinder block and head, and these passages have terminals or outlet ports near the cylinder ports 0. ,I preferto providetwo such intake passages for each cylinder, one below andone abovethe plate P. The terminals or outlet ports are indicated by E and 1, indicating, respectively, exhaust and-inlet. For each cylinder, the two inlet ports referred to are arranged one di- P, P, each adapted torbodilycircular slid Will show quite clearly, in sectional View, one

7 exhaust port Eat the end of the exhaust pas- 'platePfa'rot'ary circular m'otioninfits own sage 18 and two inlet port I, I, one above and one below the plate P. It, isto be understood.

thatfa'llf the exhaust and. inletf'po'rt's are ar ranged inthe same manner, and reference to Fig. 2 Will show quite clearly the placing" of 1 s ch; p r fsi i to b rnotedt ate hof ese ports is in the shape'of a;long narrow;slot.

Means are provided "for-imparting to each plane at one-half the speed of the crankshaft. This is accomplishedby providingthe counter-shaft 22 driven from the-crankshaft 7 llfby the silent chain 23. The shaftf2'2is provided with twofwOrmsjfQl 621- 1 [driving v 'gear25' on theb'wr'end'o'f a-fshaft26' which carries at its upper end a crankwheelj to be understood that therear'e two such driving mechanisms,'oneon each end offlthe ent gasesto re-enter the cylinder from theichams gine' (see Fig. 2) sothat the platesiP are V given a'bodily rotary circular motion in their own plane the crank pins A, V 3 The plates'are rotated in opposite ldi'rec V tions but sotimed thatthe adjaoentedges P, ,P" are always Close together. Thecrank Wheel 27 for each plate is at the cornea and the two adjacent corners of each platefare provided with similar WheelsQF driven by 'the plates throughthe pins-A. Eachfof'the heels 27; has a' portion of its periphe'ry counterweighted, as indicated by 27, Tsuc'h counterweights serving to counter-balance the [Weight of the plates. .By providingithe Wheels 27"1'at the diagonally oppositefcor-f ners ofj each plate, the plate is given a'bodily circular movement" by the driving crank j' wheel '27 and prevented from twisting.

,I shall now describe the operation of the en ine Without considering, for the moment, the supercharging. The pins A, 'Amove each platel so that theports C Will overla'pthe cylinder port 0' and the-exhaust port I E for'the exhaust; and overlap the cylinder and the inlet ports I for the inlets.

It 's to'be understood'that the various ports inay befso" shaped and spaced'and the extent" of'movement ofthe plates P so varied; and

s their rate ofin' ovement so timed, as to give I the des red times "for opening and"closingi the exhaust and inletpor'ts', jI-In other'words,

the engine may timed as desired As'here sho\vn,' thefportsare sofarrangeda sto' give substantially the'usual timing Lof'a fou'rf 'cy'cl e engine: shown in Fig; 2', cylinder Njo 'l from'the leftf'isfat thef'lower dead cen v ,ter' andiready to startthe" exhaust stroke; It

W'i llbe seen that the exhaust valve has already "pajrtly opened, permitting some of the piston at :the todead fc'e'nter' the compress'ionstroke has just been completed and the will be seen that plateiD is moving, as indiv cated by the arrows, and that both the inlet and exhaust ports are closed. Cylinder N0 3 has its piston atthe top deadcenter and'isj ready to'sta rt the intake stroke; It ill be that. theexhaust valve'is closedis just about closed. 7

I shall now describe the'supercharging in connection with my engine. In general, this comprises theprovisionof an auxiliary cooling chamber Withineans for opening com:- municatlon 'betWeeirt-he icyhnderqaind the coolingchamber during thela tter part of the j j expansion; stroke of the engine to forjce 1 burned gases into h i erfand means for again opening communication between the cylinder and the cooling chamber during the compression stroke tojpermit the cooled her in order to s'upercharge' the cylinder; j The cooling chamber is preferably made more or less in tubular form and two ports provided for each cylinder-, one for the gases to leave the cylinder and pass into the cooling fcham' ber 'and'the other to 're-admitithe'cooled gases intothe cylinder from the cooling 'ch'amberi Means are also provided'toifcause the gases 7 to circulate through the cooling chamber so that they will become suiiici'ently cooled. The opening andclosingof the'port's above referred toiis also accomplishedflby meansof the plate P, and this'vvill now be described more in detail.

The cylinder block lis providedivithfl'a port Es for each cylinder, thepai r at each end connecting with a pipe 30 leading to asuit'able cooling chamber 100. The cylinder head. is;

likewise provided With a portIs for-each cylinder, the pair of said ports at each end connecting with the'pipe 31 thatleads from the cooling chamber 100. The cooling chamber be introduced into the opening 101 by the regular Water pump. (not shown) of a motorvev v 11 0 includes a pipe coil R adapted to be cooled by 1 hicle, such pump obtaining the'waterfrom the radiator. After leaving the cooling chamber through the opening 102, the Water may be in 'troduced into the Water spacesof the cylinder block and head in the usual manner for cooling the same. The directionof flow-of gases the pipe 31deliversthem back in cooled con.- dition to the cylinders. For convenience; the

port Es'and cooperating parts Which'receive I thehot. gases from theicylinders may be referred to as the hot valve and the'port T's aiic' co-operati'ng parts which return the cooled I I I -indicate the crank just before the top. dead gases to the cylinders may be referred to as the cold valve.

The ports Es and 18 are controlled in the followingmanner. The plate P is provided with two slanting openings or ports Em and Im for each cylinder. Their function is to transfer part of the burned gases from the cylinder into the cooling chamber at the end of the expansion stroke and to reintroduce coolest exhaust gases from the chamber into the cylinder during the compression stroke. The hot gas is conducted to the cooling chamber by the port Em in the plate moving into registry with the port Es in the block and the upper end of the cylinder, as indicated by (see Fig. 3) the port C in the plate permitting communication between 0 and O. The cooled gas is reintroduced through the simultaneous overlap of the opening 0 and the port Is by the port I'm in the plate. The sequence of operations for one cylinder in this respect is shown in 6 to 13, inclusive.

The port Emworks in conjunction with the 1. port Es 1n the block to permit gases b0 escape from the cylinder into the cooling chamber and the port Tm works in conjunction with the port Is in the head to relntroduce cooled gases back into the cylinder.

The exact timing of the valves, and their size and spacing may be arranged as desired in order to give any desired cycle or method.

of operation. Purely by way of example, I 1

have here shown one possible timing. For example, in Figs. 6 to 13, inclusive, I have shown a possible timing for cylinder No. 1. I I

I should remaln open'longi enough for the pres- For example, the hot valve or valve Em may commence opening about 80 before lower dead center and completely close about 40 before lower dead center on the expansion stroke, and the regular exhaust valve may begin to open about when the hot valve is at that the hot valve or valve Em is at its maximum opening and the regular exhaust valve is just commencing to open. Figs. 8 and 9 may indicate the crank just before the top dead center at the end of the exhaust stroke and just before starting the intake stroke. Both the valve Tm and Em, that is, the cold valve and hot valve, respectively, are closed, the exhaust valve is ust about to close, and the inlet valve is just about to open. Figs. 10

-' and 11 may indicate the crank about past lower dead center on the compression stroke. The regular inlet valve has closed and the cold valve or 1m 1S beglnnmg to open. This cold valve may close at about to past lower dead center, but this position is not center at the end oftheacompressionstroke and before the expansion stroke. The regular exhaust and inletvvalvesareclosed and botlr the hot and cold valve, that is-,- the' ports Es iandlln-arealso closed; I 1 :Inrgerieral, it may be stated that the port Es, 'or hot valve, is open at theend of the ex- ;pansion stroke. It should open justv before the regular f exhaust valve begins to open.

Hot gas will, therefore, flow fromthe cylin- I der into the, cooling chamber. As-soon as the regular exhaust'valve opens, the pressure in r the cylinder will drop rapidly; butthe valves are so timed that before the pressure in the cylinder dropsbelow the pressure in thecool- .ing chamberthat-is desired,'the port E8, or hot valve,;is closed, t-huspreventing back flow of gases from the cooling chamberthrough the port- Es .into the cylinder;

In. general, it maybe stated that the cold valve or port Imthat permits gases to flow back. into the cylinderafrom the cooling chamber opens some time during the com- .pression stroke. The exact timing of these valves maybe made as desired; For example, as stated, they maybeginv to open from 25 to .30? past; lower deadcenter:andacompletely close at .fr.om.95"to 105' past-lower dead. center on the compressionistroke. In general, thetiming.shouldbeso .that during the compression stroke some cool gases will flow from I the cooling chamber back into'the cylinder,

thus assisting in cooling the charge. In gen-.

eral,-it maybe statedthat the cold valve sure. to become about equalized betweenthe cylinder. and the/cooling chamber. and. then close. :1

cooling and supercharging, detonation is pre vented or retarded.

Each cylinder, in turn, communicates with the cooling chamber during the latter part of its working stroke to deliver hot burned gases to the cooling chamber and receive from the cooling chamber a cooled charge of burned gases during the compression stroke. This is a very simple and efficient means for super charging the engine by means of the exhaust gases to lessen or prevent the detonation which might otherwise occur and to increase the ethciency of the engine. I

'VVhile I have shown and described certain embodiments of my invention, it is to be understood that it is capable of many modifications. Changes, therefore, in the construction and arrangement may be made without departing'from the spirit and scope of the.

The result-ofthe operation above described inventiona's' disclosed in the appended claims, e in' which it'is my intention to claim all novelty-v V inherent in' my invention as broadly as pos sible,in viewl' of'the prior arta a i I What I'regard as new, and desire to secure:

-byLettersfPatent,'is: 7 x H 1.;Aninternaljcombustionengine .includ ing;'*a cylinder with a single port in, or near thehead apiston in the cylinder a movable m-r'pla-te lyingioverthecylinderport and having a port therein; ae xhaust andinlet passages ghavingi'ports near theicylinder 'portya'nd I means'foramovingthe plate to cause itto overlap'thecylinder port and the'exhaustjor 1 inlet ports with its port in accordance with i the desired-cycle. V 7 Y I gAn internal I combustion engine as iclaim'ed in.claim"1','in which the exhaust or inletpassages have ports above andbelow the plate. i I

, 3. An internal: combustion enginewas claimed in claim 1, having foul-cylinders in v 'line withitwo .plates, one for the pair of s cyli nders at each end, and means for impart- V -ing bodily circular movement to said'plates, I each in its own plane, in opposite directions,

- V the adjacent edges-of said plates being sub-J,

nstantially the same-distance apart during the ,o

complete rota-rymove'ment of said plates. I i

4. 'An internal' combustion; engine in'clud- :ingga cylinder with a'single portinornear the head; a-pistoninthecylinder; a-movable V I platelyling over the cylinderport and having v-alport -therein, exhaust and-inlet passages" having lports :near'the cylinder port; and

i means for moving the plate in a-circularpath i togc'stuse it to overlap thecylinder port'and the exhaust'or :inlet ports: with its portin a accordance with the desired cycle, said :overlapping-"ports having relatively long sides 5 substantially tangential to th'e c'ircular move- 'ment of the plate atthe point of maximum 'openingsofsaidports.H

In: witness Jwhere0f,I have hereunto set my hand this 22nd day of January,'1'9 29.' I 

